Steam-engine or other motor



(No Model.) 3 Sheets-Sheet 1.

. fH. RHYN. STEAM ENGINE OR OTHER MOTOR.

No. 391,860. Patented Oct. 80, 1888.

' N. PEIEHS. Phnm-Lnhn m hw, Wishinglon. p, C.

(No Model.) 3 Sheets-Sheet 2.

H. RHYN.

S'TEAM ENGINE OR OTHER MOTOR.

No. 891,860; Patented Oct. 30, 1888.

r M w m N. PETERS. PlmXo-Lllhngraphun \Vimhinglan, RC

(N0 Model.)

' 3 Sheets-Sheet 3. H. RHYN. STEAM ENGINE OR OTHER MOTOR.

Patented Oct. 30, 1888.

iUrirrnn TATES Parent @rrrcn.

HENRY RHYN, OF PHILADELPHIA, PENNSYLVANIA.

STEAlVi ENGiNE O R OTHER MOTQR.

SPECIFICATION forming part of Letters Patent No. 391,860,1lated October30, 1888.

Application filed May 17, 1886. Renewed September 12, 1888. Serial No.285,236.

To all whom, it may concern.-

Be it known that l, HENRY RHYN, a citizen. of the Unitcd Statcs,residing at Philadelphia, Philadelphia county, State of Pennsylvania,have invented certain new and useful Improvements in PropellingSteam-Engines, of which the following is a specification.

My invention relates principally to locomotive, marine, and tractionengines.

In most engines heretofore built the speed of the reciprocating partsvaries, the rotating parts gain and lose power at certain pointswhileeompleting their revolutions. In other words, there are pointsv ofmaximum and minimum effectiveness (the latter generally calleddead-points). in each revolution. To overcome this inequality of powerthe fly-wheel has been introduced, which stores up the maximum power andby its momentum distributes it equally during the revolution. In case oflocomotives the momentum of the moving train accomplishes thisequalization.

In consideration of abovementioned facts, the object of my inventionwill be more clearly understood. I propose to do away with such unequaldistribution ofpower,having no points of maximum or minimum power, buthaving an engine giving out a constant working effect during the entirerevolution of its driving parts equal to the highest maximum effectordinarily obtained in only two points of the crank-circle, or, in otherwords, having nothing but a succession of points of maximumeii'ectivcuess all round in the circle of the crank-pin equal to theeffect obtained only in two points of the same circle before.

I attain the object of my invention in the construction illustrated inthe accompanying drawings, in which- Figure 1 shows in a diagram 21.side view of an engine, and Fig. 2 a top view of same. Figs. 3 and t arediagrams of the drivers of a locomotive. Figs. 5 and 6 represent indiagrams the left and right driver of a locomotive; and Figs. 7 and 8are top views of the same, respectively. Fig. 9 represents one pair ofcylinders as I use thorn on each side of my engine. Fig. 10 is alongitudinal central section through cylinder 0 of the preceding figure.Fig. 11 is a like section through cylin- (No model.)

der f of Fig. 9. Fig. 12 is a longitudinal section of a locomotive, onlythose principal parts being shown which indicate the position of myimprovements. Fig. 13 shows in a top view the steam supply pipes fromtheir fore end to the steam-cylinders. Fig. 14 is a front view of alocomotive, shown in the same manner as Fig. 12. Fig. 15 is amodification of my reverse-valve.

The first principle of my invention (the Glllployment of two cranks setninety degrees apart) I have illustrated in the diagrams Figs. 1 and 2,in which a is the driving-axle. I) is the radius described by the twocrank-pius. 0 d are the crank-pins. 1 and 3 are the deadpoints, and 2and at the points ofhighest power in ordinary engines.

Supposing, as in the casein those engines, only one crank, 0, would beused, it would be at its maximum power, as shown. Now, then, it willlose in the same proportion as it ap proaches point 3, where its workingcftect will be zero, or nothing. It will gain again as it approachespoint 4, and so on. It is obvious that a good deal of the power gainedat the points 2 and 4 will be absorbed by the losses at the dead-points1 and 3. The introduction of a second crank, (1, changes this at once.Crank 0 is at its full power, crank d at its lowest, and as the cranksrotate in the direction of the arrow what crank a is losing byapproaching point 3 crank d is gaining by approaching point i.Furthermore, by examiir ing Fig. 1, it will be seen that while onecrank, d, is at its supposed dead-point, the other ones piston is undera full head of steam and pulling the former one over this dead-point.This repeats itself all around at each point of the crank-circle,including the two dead-centers, and in any position of the cranks onealways gains power in the same proportion as the other one loses it. Inlocomotives and traction-engines cspeciallyl consider the effect of thecrank on the drivers below the line of reciprocating motion likenothing, entirely ineffective, and all steam used for the stroke duringthis half-revolution wasted.

To make myself better understood, I refer to the diagrams Figs. 3 and 4of the drawings. Fig. 3 shows the drivers of a locomotive, the

crank being at its most effective point and above the line ofreciprocating motion. In this case the diameter, drawn from the crankpinthrough the center, (represented by a dot ted line,) acts as a lever onthe load, which is represented by the axle a. e is the support producedby the weight of the engine above and the friction on the rails below.is the applied power in the shape of the crank-pin on the other end ofthis lever, pulling the load forward. In Fig. 4 the crank-pin is belowthe line of reciprocating motion. Here we have the power 0, the load a,but no support, consequcntly no leverage. Here it is where the driversslip every time, but are carried over by the momentum of the runningtrain. For these reasons I abandon this stroke entirely, doing myeffective work all above the line of reciprocating motion.

As will be seen, four cranks are employed on one axle to perform onerevolution of the drivers. Crank 0 in Fig. 5 and crank d of the otherdriver, Fig. 6, are in the same relation to each other and having thesame effect on axle a, being both fast with it, as already eX- plainedbefore in diagrams Figs. 1 and 2. Two cranks ninety degrees apart arealways effective, one on each side, each in the upper half of thecrank-circle, the two half-circles supplementing each other, making afull circle in which each point through which the crank-pin travels is apointof maximum power. Thus I use only the most effective portion of therevolution of the crank-pin, and as I use livesteam for that stroke onlyI economize consequently in steam and fuel. In other words, steam entersone of the two cylinders on each side only at the forward stroke of therespect- We piston. For instance, on one side (see Figs. 5 and 7) pistonc of crank c is moving forward under a full head of steam, while pistonf is going back under no pressure and its cylinder is exhausting. At thesame time piston cl of crank d (see Figs. 6 and 8) begins its forwardstroke under a full head of steam,and piston g of crank 9 begins to moveback, no steam being admitted into its cylinder. In case the locomotiveis going backward, the formerly backward stroke is used now, andeverything takes place precisely as described, only in oppositedirections. The lateral dis tance of the cranks in this case does notchange the general features and principles of my invention, as they areall acting on one main drivingaxle and all crank-pins are moving orrevolving in the same circle. Of the four cranks and four cylinders onlytwo cranks and cylinders are alternately doing the real work at thetimeone on each side; but because I do not count on the lower half ofthe revolution of the crank-pins (for reasons as explained already) Ineed this arrangement in order to have always two cranks ninety degreesapart and supplementing each other moving above the line ofreciprocating motion.

Having thus explained in general the principles of my invention, I shallshow now more particularly some ways how to practically apply my methodsto steam-engines.

In locomotives the crank is constructed in a similar way as shown indiagrams Figs. 1 and 2; but the position of piece It is different. It isset so thatits two ends carrying the crank pins are one hundred andeighty degrees apart. On the other driver it is the same; but piece hisso set as to be at an angle of ninety de-' grees to the same piece ofthe former driver. One valve and one eccentric will do for each pair ofcylinders, as only one cylinder of a pair performs actual work at atime. Each pair of cylinders is, however, really only a substitute forone cylinder of the pair in an ordinary engine, and they mayconsequently be smaller. Such arrangement is necessary, because I onlyuse one stroke of each pair (always the stroke in the direction in whichthe locomotive or propeller is moving) at the time. The reasons for sodoing I have already explained above. Thus by using four cylinders -Ican dispense with the backward stroke of the pistons, during which timethe crankpins move below the line of reciprocating motion, and stillhave always two pistonsone on each side-under full head of steam,rotating the crank-pins during the most effective portion of thecrank-cirelethat is, above the line of reciprocating motion.

The cylinders may be considerably smaller than ordinarily used, andtheir arrangement and location, of course, are left entirely to theconstructor and has to suit the engine in consideration of the work itis to be used for. They may be close together or apart. The reversal ofsuch a locomotive makes a different construction of the stcain-ehest andvalves necessary, and is fully shown in the draw ings.

The top of thetwo cylinders is occupied by the live-steam chest, whichis divided steamtight by a partition, i, making in reality twosteam-chests,j and 7c, of which only one is to be used while going inone direction. Each steam-chest has two steam-ports and oneexhaust-port. Of the two steam-ports one communicates with one cylinder,the other with the other one, the two being covered by one valve-thatis, one port supplies one cylinder with live steam, while the other portexhausts the other cylinder. In the illustrations the locomotive issupposed to move forward, or in the direction the arrow on piston-rod Zpoints. In this case steam-chest j only supplies alternately the twocylinders, while from steam-chest 7a the steam-supply is cut off. Piston0 moves under full live-steam pressure, the arrows, Fig. 10, indicatingthe directions in which said steam travels, (see Fig. 10,) while pistonfmoves back, having no steam behind it. By this arrangement, the valvebeing correspondingly set, steam will always and only enter thecylinders when the pistons are moving forward-that is, in the directionLil the locomotive travels-and when the crankpins are above the line ofreciprocating motion.

The reversing of my engine consists merely and only in changing the flowof steam from one steam-chest to the other. In the present case to makethe engine go backward steampipe j will be closed, k opened, andsteamchest k will be filled with live steam. Valvestem at extendsthrough the stcam'tight partition and carries another valve preciselythe same shape and set like the other one. The ports are so arranged inrelation to this valve (see drawings) that no matter at which point ofthe stroke the engine is reversed by changing the flow of steam livesteam will always enter that cylinder in front of thatpiston whose crankis moving above the line of reciprocating motion, thus having right awaythe same order of things as before, only in an opposite direction.

In order to explain more fully the reversal of my engine, I refer toFigs. 12, '13, 14, and 15. From the steam-dome A steam enters tube B,and, if throttle-valve C is open, always fills space D. In space D aretwo ports, E and F, communicating with steam pipes E and F. On theforward ends of those steam-pipes each one has two branch pipes, E EandF F,of which each branch. leads to a steam-chest on each side of theengine. Valve G, being actuated by levers G from the outside, (theengineers cab,) covers either one or the other of ports E or F. In thepresent case steam enters port F, passes through pipe F, branches F F tothe steam-chests F F and the engine is going backward.

'Io reverse the engine all that is necessary is to pull valve G out soas to uncover port E and cover port F, and the engine will go forward.The throttle does not need to be touched at all, as is now the case.Valve G might be so arranged and constructed as to take the place of thethrottle-valve in the same time, which modification is illustrated inFig. 15. Valve G is operated,as shown,from either side, being providedwith two pivoted levers, G, whose free ends work in graded segmentalracks.

By arranging cylinders and operative parts different many modificationsare possible without changing the spirit and meaning of my invention.

Having thus explained my invention, what I claim as new is as follows:

1. A propelling steam-engine with two double cylinders, four steamchests, and four 2. In a propelling steam-engine having four cylinders,two at each side, the cranks of one pair being in one line or onehundred and eighty degrees apart, but set at right angles to thesimilarly-constructed cranks of the other pair, the correspondingcylinder of each crank only receiving steam while said crank travelsthrough the upper half of its circle.

3. A propelling steam-engine having two cylinders and two steamchests oneach side, each steam chest having its own steam-pipe branch andslide-valve, the two slide-valves of one side connected to and actuatedbyone valve-rod, one steam-chest on each side only being used whilegoing in one direction, the valve therein so set and the ports sodevised as to supply live steam alternately to the two cylinders on sameside at their relative forward stroke.

4. In a propelling steam-engine, the combination, as described, of foursteam-cylinders, four steam-chests, E F E F, four steampipe branches, EF E F", two steam-pipes, E F, having ports E and F, valve G, andhandlever G, with steam-dome A, one steampipe only with its branchesbeing used to supply the steam-cylinders while going in one direction,the engine being reversed by merely changing the flow of steam from onepipe to the other and its branches.

5. In a propelling steam-engine, the combination, as described, ofdouble stcampipes E F, and their branches E, F, and F, supplyingsteam-chests E F E F of double steamcylinders.

6. In a propelling steam-engine, the combi nation, as described, ofdouble cylinders and double steam chests, two ports, one from eachcylinder and at their same corresponding ends entering one steam-chest,two corresponding ports entering the other steam-chest from the otherends of the two cylinders, thereby (one steam-chest only being suppliedwith live steam while going in one direction) admitting steam only toone side of the piston.

In testimony of which invention I hereunto set my hand.

HENRY RHYN.

Witnesses:

CARL SPENG EL, Alison E. Moons.

